Assessing the Feasibility of the Hyperloop System in India

Kapil Saini
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Assessing the Feasibility of the Hyperloop System in India

Introduction

The hyperloop concept is an emerging mode of ultra-high-speed ground transportation that is conceptualised to move passengers and freight through sealed, low-pressure tubes using magnetically levitated pods. The hyperloop system proposes to achieve travel speeds comparable to or higher than conventional high-speed rail due to its ability to minimise aerodynamic drag.

While the technology is still at a developmental stage globally, it is considered as a potential alternative where existing transport modes face limitations related to congestion, long travel times, and rising energy demands.

In India, the hyperloop idea has gained attention due to the country’s expanding mobility requirements, rapid urbanisation, and pressure on existing road and rail corridors. Institutions, technology developers, and government bodies have begun evaluating its technical attributes, economic implications, and operational suitability for Indian conditions. Early research efforts, feasibility assessments, and pilot-scale test tracks indicate a growing interest in examining whether such a system can be deployed in select high-demand corridors.

This article assesses the feasibility of hyperloop deployment in India from a technical and infrastructural standpoint. It examines the core principles behind the technology, reviews ongoing research activity, explores potential applications within the national transport framework, and highlights the constraints that may influence implementation. The objective is to provide a structured understanding of how hyperloop fits into India’s mobility landscape, the extent of challenges involved, and the conditions under which practical adoption may be achievable.

Understanding the Hyperloop Technology

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Hyperloop technology is based on the principle of minimising physical and aerodynamic resistance to enable faster travel than conventional modes. It consists of a guided transport system where pods or capsules move through partially evacuated tubes, which works on magnetic levitation technology. The system integrates propulsion, tube infrastructure, control systems, and terminal interfaces into a single continuous network. Theoretically, the pods in the Hyperloop System can achieve the speed of about 1,100km/h. These core components include:

1. Tube Infrastructure

The system operates within steel or reinforced concrete tubes which are engineered to maintain low air pressure. By limiting air density, the tubes minimise drag which acts on the moving pod. The alignment of the tube can be elevated, at-grade or underground depending on land conditions, safety requirements, and urban planning needs.

2. Pod or Vehicle Unit

Pods are lightweight vehicles that are especially engineered to operate in low-pressure environments. They incorporate passenger or cargo cabins, levitation systems, linear induction or synchronous motor systems for propulsion, onboard power elements, and braking mechanisms. The aerodynamic design of the pod is essential to minimise residual drag at higher speeds.

3. Levitation and Propulsion Systems

Levitation is typically based on magnetic forces or air bearings that remove mechanical contact between the vehicle and the track. Propulsion is achieved through linear motors or electromagnetic propulsion, with stationary power elements embedded along sections of the tube. The controlled pulses facilitate the acceleration and deceleration of pods.

4. Vacuum and Pressure Control

Maintaining low pressure within the Hyperloop tubes is fundamental to achieving efficient and safe system performance. This process demands careful engineering, continuous surveillance, and reliable infrastructure. The Hyperloop system uses vacuum pumps that are deployed along the corridor to create and sustain the desired low-pressure environment.

Equally important are the monitoring and control units that continuously track pressure levels, detect anomalies, and identify potential leakages. These units form the backbone of system safety, as any pressure imbalance or breach can compromise vehicle stability and overall operational integrity.

Given that a failure in pressure regulation could result in severe consequences, including operational disruptions and safety hazards. Therefore, maintaining low pressure is not merely a technical requirement but a critical safety function that underpins the reliability and viability of the Hyperloop system.

5. Guidance, Control, and Communication Systems

The system requires continuous monitoring and control for speed regulation, emergency response, and network coordination. It utlises advanced signaling technologies, active braking systems, redundant communication networks, and software-based safety layers that are integral for operational integrity.

Global Developments in Hyperloop Technology and the Indian Context

Hyperloop technology is still in its developmental stage, and the hyperloop concept has undergone parallel development streams across academic institutions, technology startups, and government-backed initiatives. 

Virgin Hyperloop (formerly Hyperloop One):
Founded in 2014, Virgin Hyperloop emerged as one of the most prominent organisations pursuing Hyperloop development. The company established a dedicated test site in Nevada, USA, where it executed the first full-scale Hyperloop test in May 2017. In a landmark achievement, it conducted the world’s first human passenger trial in November 2020, during which a prototype pod reached a speed of around 160 km/h. While this trial marked an important milestone, the attained speed remained below the projected commercial targets of over 1,000 km/h, which reflects the considerable technological progress still required.

By 2022, Virgin Hyperloop reoriented its strategy toward freight applications rather than passenger transport. This shift was caused by regulatory constraints, financial uncertainties, and the engineering complexities associated with ensuring safe and scalable passenger services.

Globally, early Hyperloop exploration has been led by private companies, academic institutions, and government collaborations. In parallel, regional authorities in the United States, the United Arab Emirates, and European nations have undertaken prefeasibility studies for potential corridors. These assessments typically evaluate aspects such as alignment, rights-of-way, capital investment needs, and regulatory frameworks.

Despite these efforts, Hyperloop technology remains largely at the experimental or demonstration stage worldwide. Today, the core engineering elements continue to evolve, and comprehensive operational validation is yet to be achieved.

Hyperloop in India: Adapting High-Speed Transport to Domestic Conditions

The Indian context introduces unique considerations, including high population density, uneven land availability, multi-modal interdependence, and contrasting weather patterns. These factors require adaptation of global hyperloop technology frameworks to local realities. Therefore, India’s hyperloop development is primarily positioned as an exploratory effort, with feasibility, safety validation, and cost assessment forming the basis for future planning rather than immediate deployment.

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Key Developments and Progress in India 

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  • Asia’s Longest Test Track: Union Minister for Railways, Information and Broadcasting, and Information Technology, Shri Ashwini Vaishnaw, visited the IIT Madras Discovery Campus in March 2025. During this visit, he announced that India features a 410 metre test track at the IIT Madras Discovery Campus. The project was carried out jointly by Indian Railways, L&T Construction, and Avishkar Hyperloop. This facility is recognised as the longest Hyperloop test track in Asia. The track enables controlled experimentation on pod design, propulsion, braking systems, and vacuum operations, which positions India among the early players actively progressing from conceptual studies to testing capabilities within the Hyperloop domain.
  • Plans for Commercial Test Track: Following the success of the initial test track, plans are readied for the development of a 40-50 km commercial-grade test segment, which would be the world’s longest, to evaluate commercial viability and safety parameters. 
  • Hyperloop Corridor Between JNPT and Vadhavan Port: Maharashtra is expected to be among the first regions in the world to test hyperloop technology beyond laboratory conditions, with a proposed high-speed cargo corridor connecting Jawaharlal Nehru Port Trust (JNPT) in Navi Mumbai and the planned Vadhavan Port in Palghar. On 19 August 2025, the Maharashtra government signed an agreement with TuTr Hyperloop Pvt. Ltd., a startup supported by IIT Madras, to develop a Linear Induction Motor (LIM)-based hyperloop mobility system linking the two ports. 
  • Industry and Academic Collaboration: The project is a consortium effort involving IIT Madras, the deep-tech startup TuTr Hyperloop (incubated at IIT Madras), and Indian Railways.
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  • Indigenous Technology: The Railway Ministry is supporting the Hyperloop project with financial and technical resources. The electronics technology for the system will be developed at the Integral Coach Factory (ICF) in Chennai. According to the Minister, ICF’s skilled teams will be responsible for developing the electronics for the Hyperloop project.
  • Global Recognition at European Hyperloop Week 2025:  The Avishkar Hyperloop team from IIT Madras has made progress in Hyperloop research and development.At the European Hyperloop Week 2025, the team was ranked first in Asia and 4th worldwide. 

During the event, the team presented its 8th prototype, called Hyperloop Pod 8.0. This version represents the most advanced stage of their work so far. Key features include:

  • A hybrid propulsion setup that uses a Linear Synchronous Motor (LSM) for acceleration and a Linear Induction Motor (LIM) for steady cruising.
  • In-house developed motor controllers and DC-DC converters designed to improve operational reliability and energy efficiency.

Barriers to Implementation of Hyperloop in India 

Despite growing interest, the practical deployment of hyperloop systems in India faces several critical challenges, which range from technology, infrastructure, regulation, financial feasibility, and societal acceptance. These constraints influence both short-term experimentation and long-term commercial adoption of Hyperloop technology.

1. Technology Readiness and Reliability

Most Hyperloop technologies have only been tested in laboratories or on short demonstration tracks. These trials help validate basic components only however, large-scale, continuous operations over long distances are yet to be demonstrated. To move forward, the system must be evaluated under real-world conditions, including varying passenger or freight loads, pressure stability, leakage control, and high-speed safety requirements.

In addition, emergency response procedures, evacuation strategies, and failure recovery mechanisms need to be verified. Only after these practical tests establish consistent reliability can major investment decisions be justified. Therefore, proving operational performance is a crucial step before large-scale deployment.

2. Absence of Supply Chain & High Investment Risks

Hyperloop infrastructure requires dedicated tubes, propulsion systems, pressure regulation equipment, and advanced control systems. However, cost estimation for such a system remains highly uncertain because there are very few global reference projects and no established supply chains for key components. As a result, capital requirements are expected to be high, while long-term operating costs are still difficult to predict. This uncertainty makes it challenging for both public and private stakeholders to commit funding, as investment risks remain very high. 

3. Land Acquisition and Corridor Alignment

In India, major transport projects such as metro systems and the country’s first high-speed rail corridor have experienced delays due to land acquisition challenges, particularly near urban terminals and densely populated areas. Similar issues are likely to affect Hyperloop development. Hyperloop infrastructure will require coordinated planning with multiple agencies, negotiations for right-of-way, and in some cases, resettlement of affected communities to identify the corridor alignment. These processes can increase project timelines, escalate costs, and introduce implementation risks.

4. Regulatory and Institutional Frameworks

Hyperloop technology does not yet fit into existing transport regulatory frameworks. There are currently no defined standards for safety requirements, pressure management, electromagnetic systems, certification methods, or evacuation procedures. As a result, authorities need to create new guidelines and institutional structures to govern its development. Until such frameworks are in place, project approvals are likely to be slower, and roles and responsibilities among agencies may remain unclear, which will definitely lead to uncertainty in implementation and oversight.

5. Integration with Existing Transport Systems

For Hyperloop to be viable, it must connect effectively with existing transport networks such as metro systems, railway stations, and logistics hubs. The effectiveness of a Hyperloop corridor will depend on factors like terminal layout, passenger transfer time, and how well it can work with other systems. Because Hyperloop technology is structurally and operationally different from conventional transport modes, integrating it into current networks may present complexities. If its integration is not planned early, there is a risk that Hyperloop infrastructure will operate in isolation instead of functioning as a complementary layer within the broader mobility system, which can affect its large-scale adoption.

6. Environmental and Climatic Factors

Hyperloop infrastructure in India will need to perform reliably under diverse environmental conditions. Environmental factors, including temperature fluctuations and seismic activity all influence the design and durability of the system. In such it is imperative to ensure that the components like tube alignment, support structures, and expansion joints must be evaluated and tested for their ability to withstand these stresses. Additionally, maintaining low pressure inside the tubes under changing weather conditions adds to operational complexity, which makes environmental adaptation an important consideration in system planning.

7. Public Acceptance and Risk Perception

Since Hyperloop is a new and unfamiliar technology, public awareness of its safety, reliability, and cost implications is limited. For authorities, it will be imperative to prove that the system can operate safely and consistently to build confidence among passengers. In addition, affordability remains a major factor in the adoption of public transport, especially in India. To facilitate large-scale acceptance of Hyperloop technology, responsible agencies will need to regulate fares in a way that makes the system competitive and appealing compared to existing transport options.

Conclusion

In conclusion, Hyperloop technology opens a new era of mobility due to its potential to operate at speeds exceeding 1,000 km/h. However, the technology remains at an experimental stage globally, meaning its practical deployment in real-world conditions will require extensive research, careful planning, and the establishment of safety standards and an institutional framework.

In India, a 410-meter-long Hyperloop test tube at IIT Madras, Asia’s longest, provides a platform for testing and development. Furthermore, to establish a high-speed cargo corridor connecting Jawaharlal Nehru Port Trust (JNPT) in Navi Mumbai and the planned Vadhavan Port in Palghar, the Maharashtra government signed an agreement with TuTr Hyperloop Pvt. Ltd. in August 2025. This initiative strengthens India’s progress toward making the Hyperloop vision a reality.

Despite these advancements, challenges such as financial viability, investment risk, system reliability, and public acceptance will be critical factors in determining the success of Hyperloop systems. Addressing these challenges systematically will be essential for the technology to move from experimental demonstrations to a fully operational and sustainable transport network in India.

Explore how AI-integrated systems are improving comfort, connectivity, and accessibility for passengers across metro and rail networks at the 6th edition of InnoMetro, India’s leading expo for the Metro & Railway industry which is going to held on  21-22 May 2026 at  Bharat Mandapam, New Delhi

Register now: https://innometro.com/visitor-registration

Ahmedabad Metro: Stimulating Economic Growth with Sustainable Transit Solution

Staff Reporter
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Ahmedabad Metro: Stimulating Economic Growth with Sustainable Transit Solution

Introduction 

Ahmedabad, the largest city in Gujarat and the seventh-largest urban agglomeration in India, has a population of around 7.4 million. Situated on the banks of the Sabarmati River, it serves as the administrative headquarters of the Ahmedabad district. 

The city was the capital of Gujarat from 1960 until 1970, after which the capital was shifted to Gandhinagar. Historically, Ahmedabad played a leading role in India’s struggle for independence during the early 20th century. It became the epicenter of several movements advocating civil disobedience, workers’ rights, and political freedom. 

Founded in 1411 by Sultan Ahmed Shah as the capital of the Sultanate of Gujarat, the city holds a rich architectural and cultural legacy. Over time, Ahmedabad emerged as a major centre of the textile industry, earning the title “The Manchester of India.” 

Reasons Behind the Development of the Ahmedabad Metro

1. Rapid Urbanisation: Ahmedabad experienced rapid urbanisation over the past few decades, which led to a sharp rise in population and expansion of city boundaries. As shown in the graph, the city’s population had grown steadily since the 1950s. This fast-paced growth placed immense pressure on existing road infrastructure and public transport, creating the need for a modern, efficient, and sustainable metro system to support urban mobility. 

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                                      Ahmedabad’s Total Population By Year

2. Traffic Congestion: Ahmedabad began facing severe traffic congestion, especially during peak hours due to the rising number of private vehicles. The city’s major roads and junctions became overcrowded, resulting in longer travel times and higher pollution levels. The Ahmedabad Metro system was therefore introduced as a reliable mass transit solution to ease road traffic and reduce dependency on private vehicles.

Historical Background of Ahmedabad Metro

  • 2003 – Initial Study

The Gujarat Infrastructure Development Board initiated an urban transport study exploring a potential metro link between Ahmedabad and Gandhinagar. 

  • June 2005 – DPR Preparation and Approval

A Detailed Project Report (DPR) was jointly prepared by Delhi Metro Rail Corporation (DMRC) and RITES Limited. The DPR was approved by the Central Government the same year.

  • 2005 – Project Temporarily Suspended

Due to high estimated costs of around ₹4,295 crore and concerns over project feasibility, the metro proposal was deferred. The state government prioritised the Ahmedabad Bus Rapid Transit System (BRTS) and suburban railway improvements instead.

  • 2008 – Project Revival

The metro proposal was revived with revised alignments and corridor plans to improve its practicality and financial sustainability.

  • 4 February 2010 – Formation of SPV (MEGA)

The Government of Gujarat established a special purpose vehicle (SPV) named Metro Link Express for Gandhinagar and Ahmedabad Company Limited (MEGA) with an initial capital allocation of ₹202 crore to execute the project.

  • 2014 – Central Government Partnership

The Central Government joined as an equal partner by taking a 50 percent equity share in the SPV, making it a joint venture project.

  • 2018 – Renaming to GMRC

To consolidate operations and expand metro projects across Gujarat, the SPV was renamed Gujarat Metro Rail Corporation Limited (GMRC). 

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Ahmedabad Metro: Driving Modern Urban Transit

Overview

Ahmedabad Metro is an Urban Mass Rapid Transit System (MRTS) developed to enhance public transportation in the Ahmedabad-Gandhinagar region. Initially known as the Metro-Link Express for Gandhinagar and Ahmedabad (MEGA), the project is implemented and operated by the Gujarat Metro Rail Corporation (GMRC) Limited. The Ahmedabad Metro Rail Project consists of 2 Phases. Currently the Phase 1 of Ahmedabad Metro which spans 39.26 km covering two metro corridors is completely operational. The Phase 2 of Ahmedabad Metro which spans 28.254 km is partly operational and partly under construction. 

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Key Specification 

Authorized Authority Gujarat Metro Rail Corporation (GMRC) Limited. 
Speed and Track 
Top Speed: 80 kmphAverage Speed: 33 kmphTrack Gauge: Standard Gauge – 1435 mm 
Electrification750 V DC Third Rail
Signalling Communication-based Train Control (CBTC)
Daily Ridership 90,000/day (March 2023)
Rolling Stock Phase 1: 96 coaches (32 train sets x 3) supplied by Hyundai RotemPhase 2:  30 Coaches ( 10 train sets x 3)  will be supplied by Titagarh 

Ahmedabad Metro Phase 1 

Overview 

Phase 1 of the Ahmedabad Metro consists of two operational corridors spanning a total length of 39.26 km. The Detailed Project Report (DPR) for Phase 1 was prepared by the Delhi Metro Rail Corporation (DMRC) in February 2014, and the project received central government approval on October 18, 2014.  with an estimated cost of Rs. 10,773 crore.

CorridorRoute Route Length (km)Total no. of Stations
Line-1 (East-West /  Blue Line): Vastral Gam – Thaltej Gam21.1618
Line-2 (North-South / Red Line):Motera – APMC18.8715

Route Details 

Line-1 (East-West Corridor /Blue Line): Vastral Gam – Thaltej Gam

  • Length: 20.737 km
  • Type: Elevated & Underground (6.83 km between Apparel Park and Sabarmati River)
  • Depot: Apparel Park
  • Number of Stations: 18
  • Status: Operational 
  • Station Names: Thaltej Gam, Thaltej, Doordarshan Kendra, Gurukul Road, Gujarat University, Commerce Six Roads, Stadium, Old High Court Interchange, Shahpur, Gheekanta, Kalupur Railway Station, Kankaria East, Apparel Park (Depot), Amraiwadi, Rabari Colony, Vastral, Nirant Cross Roads, Vastral Gam

Line-2 (North-South Corridor /Red Line): Motera – APMC

  • Length: 18.522 km
  • Type: Elevated
  • Depot: Gyaspur
  • Number of Stations: 15
  • Status: Operational
  • Station Names: Motera Stadium, Sabarmati, AEC, Sabarmati Railway Station, Ranip, Vadaj, Vijay Nagar, Usmanpura, Old High Court Interchange, Gandhigram, Paldi, Shreyas, Rajiv Nagar, Jivraj Park, APMC
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Phase 1 Timeline   

Line Route  Length Operational Date
Line 1 (Blue Line)Vastral – Apparel Park6 km6 March 2019
Line 1 (Blue Line)Apparel Park – Thaltej 13.34 km30 September 2022
Line 2 (Red Line)APMC – Motera18.52 km30 September 2022
Line 1 (Blue Line)Thaltej – Thaltej Gam 1.4 km08 December 2024

Major Contractors Involved in Phase 1 

Contract Contractor 
General Consultant (GC) Service for Ahmedabad Metro Phase 1 SYSTRA – RITES – Oriental – AECOM JV
Supply and manufacture of 96 Coach Rolling Stock for Phase 1 Hyundai Rotem
design, supply, install, test and commission ballastless tracks for Ahmedabad Metro’s Phase 1 project.Larsen & Toubro
Signalling and Train Control Systems Nippon Signal
Telecommunication System for Phase 1 of Ahmedabad Metro Larsen & Toubro
Power Supply Receiving & Distribution System, 750 V DC Third Rail Traction Electrification and SCADA SystemSiemens Ltd. (India) – Siemens AG (Germany) JV
Construction of 6 km viaduct between Vastral Gam and apparel ParkJ Kumar Infraprojects
Construction of 6 stations from Vastral Gam to Apparel ParkDRA – CICO JV
Construction of a 4.62 km viaduct and 4 stations between Gyaspur Depot and ShreyasIL&FS Engineering
Construction of a 4.85 km viaduct from Motera to  RanipRanjit Buildcon
Construction of 5 stations between Motera   and RanipPratibha – Ranjit JV
Construction of an 8.94 km viaduct and 6 stations between Shreyas and  RanipSimplex Infrastructure
Construction of a 2.45 km tunnel and 2 stations between East Ramp and  KalupurAfcons Infrastructure
Construction of 4.38 km tunnels and 2 stations between Kalupur and West RampLarsen & Toubro
Thaltej Gam to West Ramp(Viaduct, Sabarmati Bridge  &7 stations – 8.21 km)Tata – CCECC JV

Ahmedabad Metro Phase 2 

Overview 

The 28.254 km Phase 2 of Ahmedabad Metro consists of the north extension of Line 2 (Red Line) from Motera Station to Mahatma Mandir, which spans 22.8 km covering 20 stations. Currently, the 17.3km route from Motera to Sachivalay covering 15 stations is operational. The Ahmedabad Metro Phase 2 also consists of the operational eastern spur of this line, which spans 5.4 km from GNLU to Gift City, covering 2 stations. On 19 February 2019, the Central Government of India approved the Phase 2 expansion of the Ahmedabad Metro project. 

Funding Mechanism of Phase 2 

S.No.SourceAmount (Rs. in Crores)% Contribution
1Equity by GoI757.1115.28%
2Equity by GoG757.1115.28%
3SD for Overall Taxes (Post GST) by GoG (2/3)468.069.44%
4SD for Overall Taxes (Post GST) by GoI (1/3)234.034.72%
5Loan from bilateral/ multilateral agencies2739.3855.28%
6Total cost excluding Land, R&R and PPP component4955.69100.00%
7Subordinate Debt for Land, including R&R cost by GoG262.48
8Sub Total5218.17
9PPP component (AFC for Stations)92.00
10Sub Total5310.17
11IDC for the Loan to be borne by the GoG74.00
12Total completion cost5384.17

Ahmedabad Metro Phase 2 Routes (Operational)

Line-2 (North-South / Red Line): Motera Stadium – Sachivalay 

  • Length: 17.3 km 
  • Type: Elevated
  • Number of Stations: 15 

Line-3 (Eastern Spur): Gujarat National Law University – Gujarat International Finance Tec-City (GNLU – GIFT City)

  • Length: 5.416 km
  • Type: Elevated
  • Number of Stations: 2
  • Stations Names: Gujarat National Law University (GNLU), Pandit Deendayal Petroleum University (PDPU) and Gujarat International Finance Tec-City (GIFT City)

Ahmedabad Metro Phase 2 Routes (Under Construction)

Line-2 (North-South / Red Line): – Sachivalay – Mahatma Mandir

  • Length:5 km
  • Type: Elevated
  • Depot: Indroda
  • Number of Stations: 5 
  •  Stations: Akshardham, Old Secretariat, Sector-16, Sector-24 and Mahatma Mandir.
Recent Update: In October 2025, Gujarat Metro Rail Corporation (GMRC) conducted a successful trial run between Sachivalay and Mahatma Mandir covering 5 stations. Following the successful trial, a proposal will be submitted to the Commissioner of Metro Rail Safety (CMRS) for the required approvals. Upon receiving clearance, metro services up to Mahatma Mandir are expected to commence for the public by the beginning of 2026. 

Expansion of Ahmedabad Metro Phase 2

In November 2025, The Gujarat Metro Rail Corporation floated a tender for appointing a detailed design consultant for Ahmedabad Metro Phase 2 expansion project. The appointed Detailed Design Consultant (DDC) will be responsible for providing comprehensive design and engineering services for 2 metro extensions under the Ahmedabad Metro Rail Project Phase 2A and Phase 2B.

Ahmedabad Metro Phase 2A

  • Route: Koteshwar Road- Sardar Vallabhbhai Patel Airport 
  • Length: 6 km 
  • Estimated Cost: ₹1,800 Crore
  • Stations: 4 

Ahmedabad Metro Phase 2B

  • Route: Internal Connectivity within GIFT City
  • Length: 10 km 
  • Stations: 3 
  • Note:Out of the proposed 10-kilometre alignment, construction will initially focus on the first 3.3-kilometre stretch, with an estimated cost of ₹900 crore.

Construction activities for both Phase 2A and Phase 2B are scheduled to begin in the 2026–27 financial year. The overall completion is targeted for the end of 2028, marking another milestone in Ahmedabad’s urban transit development. 

Ridership Trend in Ahmedabad Metro 

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The graph mentioned above shows a consistent and positive ridership growth in the Ahmedabad Metro over three years.  

Improvement in Travel Time

The Ahmedabad Metro has brought a measurable improvement in travel time along major routes such as Vastral-Thaltej and Motera-GIFT City. Since the system runs on an elevated and underground alignment, trains do not face delays that are common on city roads. This grade-separated operation provides consistent and predictable travel times, which is especially beneficial for daily commuters. The reliability of metro services has encouraged many users to switch from slower and uncertain road-based modes.

Shift in Commuter Patterns

The Ahmedabad-Gandhinagar route has registered a steady rise in daily ridership, increasing from an average of nearly 35,000 passengers in 2019 to about 1.5 lakh commuters per day in 2025. With an impressive on-time performance of 99.84%, the system has maintained high operational reliability. To date, more than 10.38 crore passengers have travelled on the metro. It shows a gradual shift in commuter behaviour is visible as more people prefer the metro for routine point-to-point travel. Two-wheeler and auto-rickshaw users are increasingly opting for the metro on routes where stations are easily accessible. Ahmedabad Metro recorded its highest-ever monthly ridership in July 2025, with 44.04 lakh commuters travelling on the Ahmedabad–Gandhinagar corridor. This shift is still developing but is already noticeable during peak hours, where metro ridership patterns reflect growing trust in its punctuality and operational stability. 

Better Connectivity Across Key Urban Corridors

The metro has strengthened connectivity between major residential, commercial, and employment zones. Areas such as Apparel Park, Stadium, Vastral, Vastrapur, Thaltej, Motera, and GIFT City now have predictable transit access, which streamlines overall urban mobility. By linking eastern and western parts of the city and connecting emerging employment hubs, the metro supports more balanced urban movement and reduces dependence on long, circuitous road routes.

Influence on Land Use and Local Development

The development patterns around several metro stations have become more structured. The increase in footfall and improved accessibility have led to the growth of commercial activities within walking distance of stations. While Ahmedabad already had strong real estate growth, the presence of metro infrastructure has encouraged more organised development around key corridors. This includes small businesses, offices, and residential projects that are benefiting from proximity to reliable mass transit.

Multimodal Integration

Another major impact is the improvement in multimodal coordination. The metro’s integration with BRTS, feeder auto-routes, and pedestrian pathways has made transfers easier. This has reduced the need for private vehicles for certain trip lengths. The city is now moving towards a more connected transport network where different modes complement each other instead of operating in isolation.

Road Traffic and Emissions

Even with moderate ridership levels, the metro has contributed to fewer vehicles on the road along key corridors. This has resulted in lower fuel consumption and a reduction in local emissions. The metro’s energy-efficient systems and solar installations on stations further support sustainable operations. Over time, as ridership grows, the cumulative environmental benefit is expected to increase.

Safety and Travel Experience

The metro has set a higher benchmark for safety and service quality. Stations and trains are equipped with CCTV monitoring, emergency communication systems, and trained staff, which cumulatively form a more controlled environment compared to road-based travel. The consistent service frequency, cleanliness, and organised station layout have raised expectations for quality across Ahmedabad’s transport systems.

Long-Term Benefits for Urban Mobility

In the long term, the metro supports a more sustainable mobility framework for Ahmedabad by minimising the city’s reliance on road-based transport. The infrastructure is designed to support future expansions and higher ridership levels. As the network matures, the metro is expected to play a central role in the way people move across the city.

Conclusion

The Ahmedabad Metro has emerged as a practical and dependable mobility solution for a rapidly growing urban region. Its development spread across two phases, which reflects a systematic approach to easing congestion, improving city-wide connectivity, and supporting long-term urban planning goals for Ahmedabad and Gandhinagar.  The steady rise in ridership and a high on-time performance record indicate that the system is functioning as designed and meeting core operational objectives.

The project’s impact is visible across several dimensions. The multimodal integration has strengthened last-mile connectivity, and transit-oriented development around stations is beginning to take shape. These improvements demonstrate how a structured mass transit system can support economic activity while providing a reliable alternative to road-based modes of transport. The system’s progress also highlights the importance of continuous investment, coordinated planning, and timely execution, especially as Phase 2 extensions and future corridors move forward.

However, to fully utilise the existing infrastructure and further increase ridership, it is necessary to strengthen last-mile connectivity through reliable feeder services and integrated transport options. In addition, long-term financial sustainability will require systematic monetisation of metro assets, including station areas, commercial spaces, and transit-oriented development zones. As the network extends toward Mahatma Mandir, the airport, and GIFT City, Ahmedabad is expected to achieve more balanced and efficient urban mobility. In this manner, the metro will continue to support daily travel needs while contributing to the region’s broader economic and developmental objectives.

Explore how AI-integrated systems are improving comfort, connectivity, and accessibility for passengers across metro and rail networks at the 6th edition of InnoMetro, India’s leading expo for the Metro & Railway industry which is going to held on  21-22 May 2026 at  Bharat Mandapam, New Delhi

Register now: https://innometro.com/visitor-registration

13 Firms Bid for Civil Contract of Jaipur Metro Phase 2

Staff Reporter
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13 Firms Bid for Civil Contract of Jaipur Metro Phase 2

JAIPUR (Metro Rail News): The Rajasthan Metro Rail Corporation Limited (RMRC) has received bids from 13 firms for the first civil contract of Jaipur Metro Phase 2. In October 2025, RMRC floated a tender worth Rs. 1145.14 crore for this contract and it comes under Package NCB: 2C-01. 

The bidders for the contract have been mentioned below: 

  • Afcons Infrastructure Ltd.
  • Ashoka Buildcon Ltd. (ABL)
  • Ceigall India Ltd. (CIL)
  • Dineshchandra R.Agrawal Infracon Pvt. Ltd. (DRAIPL)
  • G R Infraprojects Ltd. (GRIL)
  • HG Infra Engineering Ltd. (HGIEL)
  • J Kumar Infraprojects Ltd. (JKIL)
  • Kalpataru Projects International Ltd. (KPIL)
  • KEC International Ltd.
  • Larsen and Toubro Ltd. (L&T)
  • NCC Ltd.
  • Rail Vikas Nigam Ltd. (RVNL)
  • Ranjit Buildcon Ltd. (RBL)

Tender Details

Opening Date23 Oct 2025
Closing Date3 Dec 2025
EMD₹ 1,00,00,000
Tender Id2025_JMRC_508748_1
Tender NoNCB/2C-01
Completion period of the Work34 months
Pre-bid Meeting07.11.2025

Brief Scope of Work: Design and Construction of Elevated Viaduct and 10 Elevated Stations viz. Prahladpura, Manpura, Bilwa Kalan, Bilwa, Goner Mod, Sitapura, JECC, Kumbha Marg, Haldighati Gate, and Pinjrapole Gaushala (excluding Architectural finishing) from Chainage (-) 600 m to 11400 m, including spur line towards Depot of Jaipur Metro Phase-II MRTS.

According to a PIB announcement, the Ministry of Housing and Urban Affairs has put forward plans for Jaipur Metro Phase II, centred on a 42.8 km North–South corridor connecting Prahladpura with Todi Mod. The corridor is planned with 36 stations, of which 34 will be elevated and two will be underground, passing through prominent areas such as Haldi Ghati Gate, the Sitapura Industrial Area, SMS Hospital, Ambabari and Vidhyadhar Nagar.

By following Tonk Road and traversing the Sitapura industrial belt, the proposed alignment aims to improve access to some of Jaipur’s fastest-developing residential and employment hubs.

Network integration has also been built into the plan, with a direct interchange at Chandpole Station on the existing East–West line, along with a foot-over-bridge connection at Jaipur Junction Metro Station to facilitate smooth transfers for commuters.

Explore how AI-integrated systems are improving comfort, connectivity, and accessibility for passengers across metro and rail networks at the 6th edition of InnoMetro, India’s leading expo for the Metro & Railway industry which is going to held on  21-22 May 2026 at  Bharat Mandapam, New Delhi

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CMRL Conducts Trial Run on Corridor 4 of Chennai Metro Phase 2

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CMRL Conducts Trial Run on Corridor 4 of Chennai Metro Phase 2

CHENNAI (Metro Rail News): Chennai Metro progressed as Chennai Metro Rail Limited (CMRL) conducted a trial run on Corridor 4 of Chennai Metro Phase 2 which spans 26.1 km from Light House to Poonamallee Bus Depot covering 28 stations. 

CMRL conducted a trial run on the 5.5 km stretch of  Chennai Metro Phase 2’s Corridor 4. The trials were initiated from Porur Junction to Vadapalani. The train departed around 11.15 am from Porur and reached Vadapalani at 12.10 pm on 11 January 2026. 

Earlier in June 2025, CMRL also conducted trials on the 10 km Downline stretch of Line 4 which connects Porur Junction Metro Station to Poonamalle Bypass Metro Station through 10 stations. 

Phase 2 of the Chennai Metro spans 118.9 km and consists of three new metro corridors.

Line Route Elevated Length Underground Length Total Length 
Line 3 ( Purple Line) Madhavaram – SIPCOT 219.1 km 26.7 km 45.8 km 
Line 4 (Orange Line) Light House – Poonamallee Bus Depot16 km 10.1 km 26.1 km 
Line 5 (Red Line) Madhavaram – Sholinganallur41.2 km 5.8 km 47 km 

Explore how AI-integrated systems are improving comfort, connectivity, and accessibility for passengers across metro and rail networks at the 6th edition of InnoMetro, India’s leading expo for the Metro & Railway industry which is going to held on  21-22 May 2026 at  Bharat Mandapam, New Delhi

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Ahmedabad Metro Phase 2 Becomes Fully Operational with Inauguration of Last Section

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Ahmedabad Metro Phase 2 Becomes Fully Operational with Inauguration of Last Section

AHMEDABAD (Metro Rail News): Ahmedabad Metro Project reached a major milestone as Prime Minister Narendra Modi flagged off the services on the remaining 5 km stretch between the Sachivalay and Mahatma Mandir of the Ahmedabad Metro Phase 2. The inauguration of this section marks the completion of the Ahmedabad Metro Phase 2. 

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The Ahmedabad Metro Phase 2 includes the northern extension of the existing Line 2 (Red Line) of Phase 1.This northern extension spans 22.8 km from Motera Station to Mahatma Mandir featuring 20 stations. Earlier, the 17.3 km stretch between Motera Stadium and Sachivalaya was operational. The Ahmedabad Metro Phase 2 also consists of the operational eastern spur of this line. 

The Ahmedabad Metro Phase 1 consists of two metro corridors covering a total length of 39.26 km. The details of the corridors have been mentioned below:

CorridorRoute Route Length (km)Total no. of Stations
Line-1 (East-West /  Blue Line): Vastral Gam – Thaltej Gam21.1618
Line-2 (North-South / Red Line):Motera – APMC18.8715

Prime Minister Narendra Modi commented “Our commitment to boosting Ahmedabad’s infrastructure is visible in the various development works initiated. Today, the remaining stretch of Phase 2 of Ahmedabad Metro from Sector 10A to Mahatma Mandir was inaugurated. This will boost ‘Ease of Living’ for the people of Ahmedabad and Gandhinagar.”

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Trial Runs Conducted on Bangalore Metro’s Pink Line 

Staff Reporter
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Trial Runs Conducted on Bangalore Metro’s Pink Line 

BANGALORE (Metro Rail News): Bangalore Metro Project progressed as trial runs were conducted on the Bangalore Metro’s much awaited Pink Line. The Pink line of Bangalore Metro Phase 2 spans 21.386 km between Kalena Agaraha and Nagawara covering 18 stations. 

The trial run occured between Kalena Agrahara and Tavarekere station of the Pink line. Officials stated that trial runs have been initiated to assess track alignment, signalling systems, and overall safety standards as reported by News First Prime. 

BMRCL is planning to make the first phase of Bangalore Metro’s Pink Line operational very soon. The Phase 1 of Pink Line covers 7.5 km elevated section from Kalena Agrahara to Tavarekere covering 6 stations. The remaining Tavarekere to Nagawara stretch will be fully underground, featuring 12 stations. Operations on this section are expected to begin by November 2026.  

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi.

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Colossus Infra Projects Receives LoA for Providing Train Operation Services for Nagpur Metro 

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Colossus Infra Projects Receives LoA for Providing Train Operation Services for Nagpur Metro 

NAGPUR (Metro Rail News): Colossus Infra Projects Pvt. Ltd has received a Letter of Acceptance (LoA) from Maha-Metro (Maharashtra Metro Rail Corporation Limited) for providing train Operation and station control services for the Nagpur Metro Rail Project. 

Screenshot 2026 01 10 111315

Maha-Metro invited bids for this contract. Technical bids were opened on 26 May 2025 revealing that only 2 firms have submitted bids.The technical evaluation of the bids occurred on 16 Jul 2025. However, during the technical evaluation round one firm’s bid was rejected and financial bids were opened for the qualified bid. On 9 Jan 2026, financial evaluation of the bid took place and Colossus Infra Projects was declared as the lowest bidder for the contract and subsequently Maha-Metro issued LoA to the firm. 

Colossus Infra Projects Bid Value: ₹ 21.2 Cr 

Contract Duration: 730 Days

Contracts Scope of Work: Providing train operation and station control services for Nagpur Metro Rail Project for a period of Two years. 

The Phase 1 of Nagpur Metro spans 38.215 km and consists of 2 metro corridors. Currently the Phase 1 of Nagpur Metro is completely operational.

Line CorridorRoute Length
Line 1 ( Orange Line) North–South CorridorAutomotive Square – Khapri19.658 Km
Line 2 ( Aqua Line) East–West CorridorLokmanya Nagar – Prajapati Nagar18.557 Km

The Phase 2 of Nagpur Metro spans 43.8 km and is under construction. The phase 2 of Nagpur Metro aims to extend the two operational lines of Phase 1 to Kanhan in the north, Butibori MIDC in the south, Transport Nagar (Kapsi) in the east and Hingna in the west.

Nagpur Metro Phase-II consists of the following 4 extensions of 2 corridors of Phase I. 

Line Route Length 
Orange Line Khapri – MIDC ESR 18.5 Km
Orange Line Automotive Square – Kanhan River13 km
Aqua LinePrajapati Nagar – Transport Nagar5.6 km
Aqua Line Lokmanya Nagar – Hingna6.7 km

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi.

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BHEL Begins to Supply Underslung Traction Converters for Vande Bharat Sleeper Train

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BHEL Begins to Supply Underslung Traction Converters for Vande Bharat Sleeper Train

Bharat Heavy Electricals Limited (BHEL) has achieved a major milestone under its Make in India initiative for the rail transportation sector by beginning the supply of underslung traction converters for the Vande Bharat Sleeper Train project. This development is being executed by a BHEL-led consortium in partnership with TRSL.

BHEL’s Bengaluru plant hosted a flag-off ceremony for the first set of semi-high-speed underslung traction converters, specifically -designed for Vande Bharat Sleeper Trains. Ms. Bani Varma, Director (IS&P), BHEL, led the event alongside senior officials. Shri S M Ramanathan, Director (E, R&D), BHEL, and Shri Umesh Chowdhary, Vice Chairman & Managing Director, TRSL, joined the ceremony virtually.

This milestone signifies BHEL’s strategic entry into the semi-high-speed propulsion segment. The traction converters are now being shipped to Kolkata for final assembly of the Vande Bharat Sleeper Trains. Meanwhile, other key propulsion components like traction motors and transformers have been developed and produced at BHEL’s Bhopal and Jhansi facilities.

The underslung traction converters supplied by BHEL use IGBT-based power electronics and are designed for semi-high-speed applications on Vande Bharat Sleeper Trains. In an underslung configuration, the traction converters are mounted beneath the coach, a layout commonly adopted in modern trainsets to optimise space within the carbody.

The propulsion system is designed for an operational speed of up to 160 kmph, with a design speed of 176 kmph. These traction converters form a critical part of the train’s overall propulsion package, supporting efficient power conversion for long-distance semi-high-speed operations.

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Bids Invited for Geotechnical Work on 5km Stretch of Indore Metro 

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Bids Invited for Geotechnical Work on 5km Stretch of Indore Metro 

INDORE (Metro Rail News): Madhya Pradesh Metro Rail Corporation (MPMRCL) has invited tenders for the geotechnical investigation study contract for a 5 km stretch of Line 1 of Indore Metro Project. The contract includes the geotechnical investigation study for the underground stations and tunnels between Khajarana Station and Indore Railway Station of Line 1. 

Tender Details 

Opening Date8 Jan 2026
Closing Date9 Feb 2026
Tender Id2026_MPMRC_262076_1
Tender No50/MPMRCL/2025/Package IN-20
EMD₹ 3,50,000

Contract Value: Rs. 175 Lacs 

Contract Duration: 120 Days

Contract’s Scope of Work: Geotechnical Investigation Study for the Underground Stations and Tunnels between Khajarana Station and Indore Railway Station for Indore Metro Rail Project. (Approx. 5 km)”

The Phase 1 of the under construction Indore Metro Project consists of one metro corridor (Yellow Line), which spans 33.53 km, connecting Palasia – Railway Station – Rajwara – Airport – Bhawarsala – MR10 – Palasia (Ring Line).

Currently, the Super Priority Corridor of Indore Metro spanning 6 km is operational. Prime Minister Narendra Modi inaugurated this section on 31 May 2025. The super priority corridor of Indore Metro features 5 stations. The stations have been mentioned below: 

Stations: Gandhi Nagar, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3

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Bangalore Metro: DPR Work Begins for Madavara-Tumakuru Extension

Kapil Saini
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Bangalore Metro: DPR Work Begins for Madavara-Tumakuru Extension

BANGALORE (Metro Rail News): The Bangalore Metro Rail Corporation Ltd. (BMRCL) has moved ahead with the preparation of a Detailed Project Report (DPR) for a 59.60-km metro link between Madavara and Tumakuru. The proposal envisages extending metro services beyond the city limits; in this context, Madavara, which is currently the northern terminal of the Green Line, will serve as the starting point for this proposed extension. If taken forward, the corridor would offer direct metro connectivity between Bengaluru and the neighbouring Tumakuru district.

Planned as a 25-station corridor, the proposed metro link spans 59.60 km, which will extend the metro network beyond the city. The estimated overall project cost is ₹20,649 crore. To take the proposal forward, BMRCL has awarded the contract for preparing the Detailed Project Report to Aarvee Engineering Consultants, with the consultancy fee capped at ₹1.2 crore.  

The DPR work is currently underway, with emphasis on field-level studies along the proposed alignment. This includes ground surveys, assessment of traffic and travel patterns, preliminary alignment evaluations, multiple technical studies, and initial geotechnical investigations. These inputs will collectively guide the detailed planning and design of the proposed metro extension.

The idea of extending metro services to Tumakuru has led to wider discussion on whether such a capital-intensive project is justified. Tumakuru lies nearly 70 km from Bengaluru’s city centre and is already part of multiple connectivity plans. South Western Railway is pursuing upgrades to existing rail infrastructure, while K-RIDE has proposed a suburban rail link, prompting questions on the need for an additional metro corridor between the 2 districts.

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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India’s First Hydrogen Train Gears Up for Launch by End of January

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India’s First Hydrogen Train Gears Up for Launch by End of January

In a major step toward India’s green energy ambitions, the Northern Railways pilot project, the nation’s first hydrogen-powered train, is entering its final stages. Northern Railway is expecting to launch the first Hydrogen train on the 89-km Jind-Sonepat route later this month. 

The Haryana government has confirmed a stable and uninterrupted 11 kV power supply for the Jind hydrogen plant which will have the storage capacity of 3,000 kilograms. The Hydrogen plant will power the train during commissioning and ongoing operations. Currently, the plant is in its final commissioning phase.

Recently, Haryana Chief Secretary Anurag Rastogi also reviewed the project alongside officials from Dakshin Haryana Bijli Vitran Nigam (DHBVN). 

Last month, Railway Minister Ashwini Vaishnaw informed the Lok Sabha that the train was developed according to specifications set by the Research, Designs and Standards Organisation (RDSO) to showcase hydrogen-based train technology. He further stated that manufacturing of the hydrogen train-set has been completed. Furthermore, officials mentioned that the trials for the first hydrogen train have been completed successfully. 

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Delays Push Bullet Train Project Cost to ₹1.98 Lakh Crore

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Delays Push Bullet Train Project Cost to ₹1.98 Lakh Crore

Satish Kumar, Chairman and Chief Executive Officer of the Railway Board has mentioned that the Mumbai-Ahmedabad High-Speed Rail project cost has escalated to approximately Rs 1.98 lakh crore which is nearly double the original estimate due to the delays in project. 

The Mumbai-Ahmedabad bullet train project was estimated to cost Rs 1.08 lakh crore. The Japan International Cooperation Agency (JICA) is financing Rs 88,000 crore at low interest rates. Reports indicate that the Indian government will cover any cost overruns, as JICA will not provide extra funds.

During a briefing on the 50th meeting of the Pro-Active Governance and Timely Implementation, or PRAGATI, framework, Kumar mentioned “For the NHSRCL high-speed project, I just wanted to mention that while the final sanction of the second revised estimate is yet to be done, approximately it would be around Rs 1.98 lakh crore,”. 

Satish Kumar also mentioned  that the revised amount remains under review and awaits final Cabinet approval. He further added that the revised amount will be approved shortly within a month or two. 

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Trial Run Conducted on Line 1 of Agra Metro 

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Trial Run Conducted on Line 1 of Agra Metro 

AGRA (Metro Rail News): Agra Metro Project progressed as Afcons–SAM India team conducted a trial run on the Line 1 of Agra Metro which spans 14.25 km from Sikandra to Taj East Gate featuring 14 stations. 

Afcons–SAM India team conducted successful trials on the 6 km of Line 1 (Upline Corridor) between Mankameshwar Metro Station and ISBT. The trials were witnessed by senior officials of Uttar Pradesh Metro Rail Corporation (UPMRC). 

image 1

The Phase 1 of Agra Metro Project spans 29.40 km and consists of 2 metro corridors. Currently, the 5.2 km priority corridor of Phase 1 is operational which was inaugurated by Hon’ble Prime Minister of India Shri Narendra Modi in March 2024. The details of the corridor have been mentioned below: 

CorridorRoute Length Total no of Stations 
Line 1 Sikandra – Taj East Gate14.25 km14 Stations
Line 2 Agra Cantt. – Kalindi Vihar15.40 km15 Stations 

The entire Phase 1 of the Agra Metro project is expected to be completed in 2026.

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Bullet Train Project: Breakthrough Achieved in First Mountain Tunnel

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Bullet Train Project: Breakthrough Achieved in First Mountain Tunnel

Mumbai- Ahmedabad Bullet Train Project has achieved a major milestone with the successful breakthrough of the second tunnel in Palghar, Maharashtra. The Union Minister for Railways, Information & Broadcasting, and Electronics & Information Technology, Shri Ashwini Vaishnaw announced this development on 2 January 2026.

Breakthrough of First Mountain Tunnel Achieved in Bullet Train Project at Palghar Maharashtra 02

This milestone signals the state’s first mountain tunnel breakthrough for the project. The breakthrough was achieved in the nearly1.5-km-long MT-5 tunnel, among the longest in Palghar district, located between Virar and Boisar bullet train stations.

The MT-5 tunnel was excavated simultaneously from both ends and completed within 18 months using the advanced drill-and-blast technique. This method enables real-time monitoring of ground behaviour during excavation. 

Breakthrough of First Mountain Tunnel Achieved in Bullet Train Project at Palghar Maharashtra 01

The Mumbai- Ahmedabad Bullet Train Project features a total of 8 mountain tunnels.Out of 8 mountain tunnels, seven are located in Palghar district of Maharashtra, while the remaining one tunnel is in the Valsad district of Gujarat.

The Mumbai- Ahmedabad Bullet Train Project is a 508.17 km long under-construction high-speed rail line designed to connect Mumbai in Maharashtra with Ahmedabad in Gujarat featuring 12 stations. 

Stations: Mumbai (Bandra Kurla Complex), Thane, Virar, Boisar, Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand/Nadiad, Ahmedabad, and Sabarmati

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at Bharat Mandapam, New Delhi

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